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Dec. 15 -.1925- H. C. MALLORY COOLING SYSTEM Original Filed May 28, 192] TTORNEY:

Patented Dec. 15, 19225.

UNITED STATES HARRY C. MALLOEY, OF NE'W YORK, N. Y.;

SUE R. Tit-TALLORY ADMINISTRATRIX OF SAID HARRY G. MALLORY, DECEASED.

COOLING SYSTEM.

Application filed May 28, 1321, Serial To (ZZZ whom it may concern Be it known that I, Harm: G. Mamonv, citizen of the United States, and resident of New York city, in the county of New York and State of New York, have invented certain new and useful Improvements in Cooling Systems, of which the following is a specification.

My present invention relates to that type of cooling system suitable tor use in cooling the cylinder walls of an internal combustion engine in which a liquid containing cooling jacket is connected in a closed circulating system with a condenser which rcceives and condenses vapors Formed by the evaporation of the cooling liquid in the jacket and from which liquid oi condensation is returned to the jacket. and the general object of my invention is to provide improved means tor regulating the capacity of the condenser as required to maintain a desired temperature of the liquid in the cooling jacket. The capacity ot the con denser depends upon several tactors which are more or less readily susceptible of adjustment; tor example. it is usually teasible to vary the capacity of a condenser by varying the temperature or volume o'l' the cooling fluid used or the amount o t condenser surface swept by the cooling tluid but in the practical use oi my present invention I ordinarily prefer to adjust the condenser capacity by maintaining a rcgalable accumulation ot air in the condensing space. This regulation 1 ettect in accordance with the present invention bymeansot a thermostatic, device which is responsive to the temperature in the cooling jacket and may conveniently be located in the vapor path leading from the cooling jacket to the condenser. and I utiliye this device. to actuate a valve directly controlling the accumulation of air in the condenser. here. as is generally the case with internal comlaistion cn gines of present design. the temperature which it is desied to maintain in the cooling jacket is than the temperature at which the water or other cooling liquid em ployed boils at atmospheric pressure, my thermostatic regulating device is employed to regulate the vacuum or minus pressure in the system. My improved regulating means is well adapted, however, For use under conditions where it is desirable to main-- No. 473,489. Renewed April 17, 1925.

tain the vapor pressure in the system above that of the atmosphere.

The various features of novelty which characterize my invention are pointed out with particularity in the claims annexed to and :lori'ning a part of this specification. For a better understanding of the invention, however, and its advantages, reference should be had to the accompanying drawings and descriptive matter in which I have illustrated and described a preferred enihodiment of my invention.

()t the drawings:

Fig. l is an elevation with parts broken away and in section oi an internal combustion engine and cooling system;

Fig. 2 is a section of the theru'iostatically controlled valve mechanism employed in Fig. l;

Irig. is a partial elevation taken similarly to Fig. l of a modified torm of cooling system; and i Fig. at is a view taken similarly to Fig. 2 illustrating the thermostatically controlled valve mechanism used in Fig. 3.

In the drawings, and referring first to the construction shown in Figs. 1 and 2, A represents an internal combustion engine of the type employed on automobiles having a cooling jacket A surrounding the engine ylinders A". This jacket is normally partially tilled with a cooling liquid, and the vapor space above the liquid level A in the upper portion of the jacket is connected by a vapor conduit A to the top of a condenser E which. for automobile use. is advantageously air cooled, and may be similar in general construction and arrangement to the radiator employed in an ordinarv water circulation engine cooling system employed on automobiles. Liquid of condensation formed in the condenser is returned to the jacket A, by a return line C leading from the lower header B of the condenser to the inlet of a pump D having its outlet D connected to the jacket at D. E, E and E represent an overtlow return line to the header B by which the height of the water level in the jacket is normally maintained approximately constant at the level indicated by the line A. As shown the pump D which may be of the gear type or may be of any other suitable type, has its sha't't driven from the main engine shaft through the reduction gear and connected by the belt H to the engine driven shaft 1 carrying the fan I for drawing air over the condenser.

The apparatus shown in Figs. 1 and 2 is intended for operation with a vacuum or minus pressure in the condenser, and for this purpose the circulating system must be connected to a suitable vacuum creating device for drawing air out of the system. The means shown tor the apparatus comprises a conduit F running to a vacuum pump D" arranged alongside the water pump D and driven from the shaft l) through it will be understood that in lieu of connecting the conduit F to a special pump D' this conduit may in some cases, at least. be connected to the suction intake manifold of the engine 1. In addition to providing means for withdrawing air from the system it is also nece sary to provide means for permitting air to enter the system when conditions require this. Conveniently as in the construction shown the means for adn'iitting air to the system includes a regulating valve R located in the conduit F and comprising; a casing having its interior connected to the atmos' phere by a valve seated port R. The flow through the port R is controlled by a valve member B actuated by a thermostatic device which includes a container K and an expansible bellows K mounted in the con tainer with a closed liquid and vapor containing space R between them. As shown the container K and bellows K are 1nochanially connected together at their lower ends and the joint between them sealed by compressing them in a. known manner between a collarll and internal ring M. [is shown the member l i which is externally threaded is screwed into a threaded opening in a casino elei'nent A 'l'orniinu a part of the *apor pipe h The casing of the valve itis mechanically connected to the casing A bv a threaded. coupling: member Q. and the latter also holds in place an annular internally threaded member (l in which is screwed. a part l which forms a guide for a rod or post K having: its upper end secured to the top of the bellows member l?- and having the valve member l3 formed on its lower end. The member P also terms an abutment or follower tor the lower end (it a spring l? acting against the upper end of the rod K and tending to hold the latter in its elevated position. The tension of the spring P may be adjusted by screwing the member P up and down in the member (l. The member Q is termed with apertures Q, in its tubular body portion whereby free communication is provided between the atn'iospherc and the port R, and through which an adjustment oi the spring abutment member P may be secured, though in general. factor-v rather than field adjustment of the member is desirable. .J represents a safety valve provided for limiting the maximum pressure possible in the cooling system.

In the contemplated mode oi use oi the apparatus shown in Figs. 1 and 2, the thermostatic device it; is so designed and adjust ed that when the temperature in the vapor conduit A is than the temperature intended to be maintained in normal. operation, the bellows member it. will be e1- anded and the valve member B? will be titled above its seat, thus permitting an influx o't air into the valve casing R and thence into the condenser E. The air thus entering the condenser reduces the condensing capa tity ot the latter and thereby tends to increase the vapor temperature in the system to the desired value. i i hen on the other hand the temperature in the vapor pipe A exceeds that which it is desired to maintain. the consequent expansion of the fluid in the space K con'ipresses the bellows ii" until the valve member ll closes the port R whereupon the air is rapidly sucked out of the condenser and the capacity of the latter increases until. the temperature in the system is red ..ced to the desired value. In ordinary practice. during periods in which the engine load is not fluctuating, the valve member ll will be cracked and. admit just enough air to prevent the vacuum pump from withdrawing any air from the system except such air may leak into the latter, as through joints in the piping. lVhon the temperature to which the thermostatic de vice is subjected increases or decreases the valve ll will close or open more widely and thercl'iy vary the condensing capacity as required to restore the desired tein nn'al'iure in the system. lVith the a rraiu 'emont speri ficd the temperature (it the vapor to which the thermostatic device subjected is the same as that of the liquid in the coo-line jacket and the thermostatic valve i'nechanisin opcrates to maintain the cooling liquid constantly a t the desired temperature for which the apparatus is designed.

lYhilc in general at least with internal combustion engines as at present designel. it desirable to maintain a temperature of the cooling liquid which corresponds to a vapor pressure in the cooling: system less than that ol? the atmosphere. it is, or may be, desirable under some conditions to operate with a pressure in the system above that oi the atu'iosphere and in Figs. 3 and l l have il lustrated a modification tor this purpose. The essential ditl'crence between the appara tus shown in Figs. land arises in the tact that the pump 1) replacing the pump l) of the construction first described is a compressor, instead of an exhauster, which delivers compressed air to the condenser through the conduit FA and is adapted to maintain a delivery pressure in excess of the maximum normally required in the vapor lltl system. The valve RA in this construction is adagted to open and permit the escape of air from the system through a separate conduit F13 when the temperature in the system rises above the desired value, and to close and prevent the escape of air when the pressure in the system is less than that which it is desired to maintain. The thermostatic device employed in Figs. 3 and t may be identical with that employed in Figs. 1 and 2, though it should be adjusted to operate at the higher range of temperatures, but the valve member RA. is provided with an internal valve member R which is acted on by a spring 11" tending to hold the valve mem her It in the position in which it closes the port R. The thermostatic valve actuator K engages the valve member 1- and depresses the lat'ter, thus opening the port B when the temperature in the conduit A rises above the desired value and the bellows K collapses, and the bellows expands and permits the valve member R to seatand close the port R when the temperature in the conduit A falls below the predetermined value.

it will be apparent of course that if the valve RA were placed in the conduit FA and the conduit Fl) dispensed with the operation of the apparatus of Figs. 3 and a would not be altered. and that it the valve 11 ot l igs. 1 and .2 were taken out of the conduit F and connected to the condenser by a separate conduit no real operative change would result.

The present invention is an improvement on the cooling system disclosed and claimed in my Patent No. 1,-l2-t.(it5-l granted August 1. 1922. wherein the provisions specilically disclosed for admitting air to and withdrawing it from the cooling system operate in direct response to the pressure in the cooling system. The provisions disclosed but not claimed herein for regulating the height of water level in the liquid cooling jacket are claimed in my earlier application, No. 290,257, tiled April 15, 1919.

Features of construction and arrangement employed in the thermostatic valve mechanism disclosed but not claimed herein, are claimed in an application tiled November 1 3, 1925, t er. No. (38830, as a division of this application.

hile in accordam-e with the provisions oi the statutes I have illustrated and described the best form of my present invention now known to me, it will be apparent to those skilled in the art that changes may be made in the form of my invention with out departing from the spirit of my invention as set forth in the appended claims, and that certain features of my invention may sometimes be used to advantage without a corresponding use of other features.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In an engine cooling system comprising an engine cooling space and a condenser connected to said space, and adapted to condense. vapors formed by the absorption of heat by a cooling liquid contained in said space, the improvement which consists in means for adjusting the capacity of said condenser as required to maintain said liquid at an approximately constant temperature. comprising a thermostatic device responsive to the cooling liquid temperature.

2. In an engine cooling systcm comprising an engine cooling space and a condenser c0nncctcd to said space. and adapted to condense vapors lormed by the absorption of heat by a cooling liquid contained in said space, the improvement which consists in a thermostatic device responsive to the cooling liquid temperature for regulating the accumulation of air in said condenser as required to maintain said liquid at an approximately constant temperature.

3. In an engine cooling system comprising an engine cooling space and a condenser connectcd to said space, and adapted to condense vapors 'tormed by the. absorption of heat by a cooling liquid contained in said space, the improvement which consists in means comprising a soul'cc of air under a pressure exceeding that ol the atmosphere connected to said system and an air outlet from said sys tcm l'or regulating the *apacity oi the coin denser.

1. In an engine cooling system comprising an engine cooling space and a condenser connected to said space. and adapted to con dense vapors lormcd by the absorption of heat by a cooling liquid contained in said space, the improvement which consists in means comprising an outlet l'rom a source of. air under a pressure exceeding that of the atmosphere to said system and an air outlet 'lrom said system and means responsive to the temperature of the cooling liquid for regulating the [low through one of said outlets.

5. In an engine cooling system comprising an engine cooling space and a condenser connected to said space. and adapted to condense vapors 'lormed by the absorption of heat by a cooling liquid contained in said space, the improvement which consists in means for automatically adjusting the capacity of the condenser as required to maintain a substantially constant pressure therein e.\'ceed ing that of the atmosphere with varying rates of vapor generation in said receptacle.

Signed at New York, in the county of New York and State of New York, this 27th day of May A. D. 1921.

HARRY C. MALLORY.

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